Method for operating a rail vehicle, and rail vehicle

Abstract

The invention relates to a method for operating a rail vehicle (1), wherein a spatial region ahead of the rail vehicle (1) in the direction of travel (5) is imaged by at least one image capture device (3, 3a, 3b, 3c) in at least one image (A), and, by evaluating the at least one image (A), the presence of a tunnel entry (TE) or a tunnel exit is detected temporally before the entry of the rail vehicle (1) into the tunnel (T) or temporally before the exit of the rail vehicle (1) from the tunnel (T), at least one control signal (SS) being generated for at least one rail vehicle system if the presence of a tunnel entry (TE) is detected temporally prior to the entry of the rail vehicle (1) into a tunnel (T) or the presence of a tunnel exit is detected temporally before the exit of the rail vehicle (1) from the tunnel (T). The rail vehicle system is a current collector control system of the rail vehicle (1), and a contact pressure by means of which a current collector (6) is pressed against an overhead line (8) is changed after a speed-dependent time after a detection time if the presence of the tunnel entry (TE) is detected, or the rail vehicle system is an air-conditioning system (9) or a ventilation system of the rail vehicle (1) which comprises at least one air duct, an opening state of the air duct being adjusted to a predetermined state after a speed-dependent time after the detection point if the presence of the tunnel entry (TE) is detected. The invention also relates to a rail vehicle.

Description

[0001] The invention relates to a method for operating a rail vehicle and to a rail vehicle. A method for detecting a tunnel entry or tunnel exit of a rail vehicle is also described.

[0002] When a rail vehicle enters or exits a tunnel during its journey, this usually leads to a very rapid change in environmental parameters, such as air temperature, humidity, and ambient pressure. In particular, a pressure change can occur when the rail vehicle encounters the air in the tunnel. The intensity of these changes depends on the speed of the rail vehicle.

[0003] These changes can affect the functioning of systems in the rail vehicle. Such changes can also affect the ride comfort perceived by vehicle occupants. For example, the pressure wave felt or even heard by a vehicle occupant when the train enters a tunnel may be unpleasant.

[0004] Furthermore, the change can also affect a rail vehicle's pantograph, particularly the contact established between the pantograph and an overhead line. The pantograph may lose contact due to the pressure change. This, in turn, can lead to unwanted arcing.

[0005] To reduce the effects of changes in environmental parameters, especially pressure changes, it is known to design rail vehicles to be pressure-tight or to make them pressure-tight. For example, rail vehicle air conditioning systems can be equipped with valves that close air inlets when the pressure wave hits the rail vehicle.

[0006] EP 3 528 009 A1 is known from the prior art and discloses a system and method for detecting a tunnel for motor vehicles. This document describes the detection of a tunnel using a detection system comprising cameras in the vehicle. However, the teaching of this document relates to the detection of the tunnel when the vehicle is already in the tunnel. Detection of the tunnel outside the tunnel is not disclosed in this document.

[0007] US 2015 / 145962 A1 discloses a system for monitoring a railway by synchronizing the dynamic characteristics of a train moving along the tracks and data for monitoring railway facilities with a predetermined moving distance, and in particular a system for monitoring a railway facility wherein data obtained by measuring a rail, a tram line or a tunnel structure are repeatedly collected and processed using a monitoring device comprising a laser generator installed on a train, a camera for obtaining three-dimensional (3D) coordinates and a measuring device for measuring vibrations of a train.

[0008] WO 2015 / 099463 A1 discloses a device for assisting the driving of a vehicle and a vehicle with this device.

[0009] DE 199 40 350 A1 discloses a method for monitoring the contact wire of a track for electrically driven rail vehicles.

[0010] DE 42 38 034 C1 discloses a method for inspecting, contactless scanning of the immediate surroundings of a track section with regard to certain measuring criteria, for example optical image, 3-dimensional profiling, thermography, etc., in which, during a continuous measuring run of a measuring vehicle along the track section, a radially circulating measuring beam is emitted perpendicular thereto and the reflected signals of this measuring beam in the area of the transmitter and / or signals emitted by the environment are received, processed and stored.

[0011] The technical problem is to create a method for operating a rail vehicle and a rail vehicle that enable reliable and early detection and thus enable operational safety and / or improved travel comfort.

[0012] The solution to the technical problem is provided by the subject matter having the features of the independent claims. Further advantageous embodiments of the invention emerge from the subclaims. A method for operating a rail vehicle is proposed. The method may include detecting a tunnel entry or tunnel exit of a rail vehicle.

[0013] This describes a method for detecting a tunnel entrance or exit of a rail vehicle. A tunnel can refer to an underground structure that allows, for example, the passage under obstacles such as mountains, bodies of water, or other traffic routes.

[0014] The method involves mapping a spatial area in the direction of travel in front of the rail vehicle into at least one image. This image is generated by at least one image capture device. The image capture device can be an image capture device of the rail vehicle and thus, for example, be arranged in or on the rail vehicle.

[0015] An image capture device can be a camera, in particular a CCD or CMOS camera. Of course, other embodiments of an image capture device are also conceivable, which will be explained in more detail below using exemplary embodiments. Thus, an image capture device can be a black-and-white camera, a camera for generating depth images, an infrared camera, in particular a shortwave infrared camera, a lidar sensor, or a radar sensor for generating two- or three-dimensional images.

[0016] The image capture device is arranged in / on the rail vehicle in such a way that a detection area covers the spatial area in the direction of travel in front of the rail vehicle.

[0017] The at least one image capture device can be part of a sensor set that includes exactly one or more than one image capture device. If the sensor set includes more than one image capture device, the spatial area can be imaged by selected, but not all, or all of the image capture devices in the sensor set. Multiple images can then be generated.

[0018] Here, an image capture device within the meaning of this invention refers to a device or a sensor that generates a two-dimensional or three-dimensional representation of an environment, wherein this representation denotes an image. In particular, information about objects in the detection range of the image capture device can be encoded in an image generated by the image capture device, in particular topographical information or information about a shape and / or size of such objects. In other words, the image capture device generates an image of objects in the detection range of the image capture device.

[0019] An image can be a two-dimensional image. As explained in more detail below, a three- or four-dimensional image can also be generated by one or more image capture devices.

[0020] According to the invention, by evaluating the at least one image, the presence of a tunnel entrance or a tunnel exit is detected before the rail vehicle enters the tunnel or before the rail vehicle exits the tunnel.

[0021] If the rail vehicle is moving, an image can be generated during the journey before entering the tunnel, with the tunnel entrance being depicted in the image. To detect the tunnel entrance or tunnel exit in such an image, image processing and analysis methods known to those skilled in the art can be used. Such methods can include, for example, segmentation methods, pattern recognition methods, filtering methods and other processing methods or a combination of several such methods. For example, by evaluating the at least one image, an output signal can be generated which represents the presence of the tunnel entrance or tunnel exit. If the presence of a tunnel entrance or exit is not detected in the at least one image, no output signal or an output signal can be generated which represents the lack of presence.

[0022] This output signal can then be used to control (rail vehicle) systems, as explained in more detail below.

[0023] It has been found that the evaluation of image data enables particularly reliable and early detection of a tunnel entrance or exit, prior to the time at which the rail vehicle enters or exits the tunnel. This advantageously enables such reliable detection. This reliable detection, in turn, advantageously enables improved, particularly preparatory, control of the rail vehicle's systems, which in turn can advantageously improve the ride comfort and / or operational safety of the rail vehicle.

[0024] In a further embodiment, in addition to detecting the presence of a tunnel entrance or exit, a current distance between the rail vehicle and the tunnel entrance or exit is determined. This distance can also be determined by evaluating the at least one image. For this purpose, too, a person skilled in the art can apply suitable image processing and analysis methods. However, the distance can only be determined if the presence of a tunnel entrance or exit has been detected. For example, the distance determination can be started when a corresponding output signal was generated during or after the evaluation of the at least one image. In this case, the output signal can be a start signal for the distance determination.

[0025] If no tunnel entrance or exit is detected, no distance determination is carried out or it is not started.

[0026] It is also conceivable that the distance determination is performed in a manner different from the evaluation of the at least one image. This may, in particular, mean that the distance determination is performed without evaluating the image.

[0027] In this case, for example, a distance determination device can be used that does not evaluate the at least one image from the image capture device to determine the distance. Such distance determination devices are known to those skilled in the art and can, for example, enable ultrasound-based determination or distance determination using other physical measurement principles for distance determination.

[0028] Furthermore, once the distance has been determined, a distance signal can be generated which represents the value of the distance.

[0029] This advantageously results in further improved operation of the rail vehicle, in particular a further improvement in operational safety and / or ride comfort, since operation can then be additionally controlled by a system of the rail vehicle depending on this distance. For example, it can be checked whether the distance corresponds to a predetermined distance or lies within a predetermined distance interval. Distance-specific control or distance-interval-specific control of operation can then be implemented.

[0030] It is also possible to determine the current speed of the rail vehicle and, depending on the distance, a time period until the tunnel entrance or exit is reached, whereby the operation of a system of the rail vehicle can then be additionally controlled depending on this time period.

[0031] For example, it is possible to initiate control adapted to the changing environmental parameters due to the tunnel entrance or exit in a timely manner, particularly within a predetermined time interval before reaching the tunnel entrance or exit, thus ensuring that the modified control takes place in a timely manner before reaching the tunnel entrance or exit. It is also possible to ensure that control adapted to the current environmental parameters continues for as long as possible. In this case, the control adapted to the changing environmental parameters cannot be initiated immediately after detection of the presence of the changing environmental parameters, but only at a time dependent on the time until reaching the tunnel entrance or exit.

[0032] For example, it is possible to leave at least one valve of an air duct, which may be part of a rail vehicle's air conditioning system, which may also be referred to as an air conditioning system, open for as long as possible before entering a tunnel or closed for as long as possible before exiting a tunnel, and then to change the corresponding state in good time before entering or exiting, i.e. to close or open the air duct by controlling the valve. For example, the control signal can be generated 3.1 seconds before reaching the tunnel entrance, assuming that the transmission time to the valve is 100 ms and closing the valve takes 3 seconds. If the vehicle speed is 200 km / h, the corresponding control signal must be generated 166.6 m before entering the tunnel.

[0033] A minimum time value and a maximum time value of the time interval can be selected depending on the system and / or application.

[0034] In a further embodiment, the distance is determined by evaluating the at least one image. This has already been explained above. This advantageously results in two pieces of information, namely information about the presence and information about the distance, being able to be generated by evaluating the at least one image. This in turn enables a cost-effective and space-saving design of a device for implementing the method, since, in particular, no separate device for determining the distance needs to be provided.

[0035] In a further embodiment, an image of a spatial area in the direction of travel in front of the rail vehicle is captured by a plurality of image capture devices, wherein the presence of the tunnel entrance or tunnel exit is detected by evaluating the images before the rail vehicle enters the tunnel or before the rail vehicle exits the tunnel. In this case, the rail vehicle can comprise a plurality of image capture devices arranged in or on the rail vehicle. The plurality of image capture devices can each be a detection device of a set of sensors. Detection areas of these image capture devices can overlap, wherein the overlapping area also includes, in particular, the area in the direction of travel in front of the rail vehicle.

[0036] These multiple image capture devices can be of the same type, meaning that these image capture devices generate an image based on the same measurement principle. For example, the rail vehicle can comprise multiple cameras, e.g., CMOS or CCD cameras.

[0037] The image capture devices can also comprise multiple image capture devices of different types. This can mean that two different image capture devices each generate an image based on different physical measurement principles. For example, a first image capture device can be a camera, while a further image capture device can be a lidar or radar sensor for generating a two- or three-dimensional image.

[0038] It is possible to evaluate each image separately, and check for the presence of the tunnel entrance or exit for each image. The presence of the tunnel entrance or exit can then be detected if it is detected in more than a predetermined percentage of all images. If the tunnel entrance or exit is not detected in this predetermined percentage of images, the presence of such an entrance or exit is not detected.

[0039] Of course, it is also possible to detect the tunnel entrance or exit only if it is detected in all images generated by the multiple image capture devices. Otherwise, no tunnel entrance or exit is detected.

[0040] This advantageously increases the robustness of the detection, which also advantageously improves the reliability of the method, i.e. the reliability of the detection.

[0041] In a further embodiment, the images generated by the image capture devices are fused, wherein the presence of the tunnel entrance or exit is detected by evaluating the fused image. In this case, a person skilled in the art can apply suitable methods for fusion of images. Thus, not all or a large number of images generated by different image capture devices are evaluated, but only a single fused image. This can reduce the computational effort required to detect the tunnel entrance or exit, particularly if the fusion requires less computational effort than the evaluation of a large number of images. At the same time, the reliability of the detection is advantageously increased.

[0042] In a further embodiment, at least one of the image capture devices is a CMOS or CCD camera and at least one further image capture device is a lidar or radar sensor, which can generate a two- or three-dimensional image.

[0043] It is further possible for two or more than two of the plurality of image capture devices to be the image capture devices of a stereo camera system. In this case, it is possible for the rail vehicle to comprise two or more than two image capture devices, with at least two or exactly two of these image capture devices being part of a stereo camera system.

[0044] In this case, it is further possible for the image generated by the stereo camera system, in particular the three-dimensional image generated by this stereo camera system, to be fused with a two-dimensional image from at least one further image capture device. This can therefore mean that, prior to fusion, a three-dimensional image is generated from the two-dimensional images of the image capture device of the stereo camera system, which is then fused with at least one further image.

[0045] In this case, it is also possible for the three-dimensional image generated by the stereo camera system to be evaluated to detect the presence of a tunnel entrance or exit. In this case, the three-dimensional image generated in this way can therefore refer to the image of the at least one image capture device.

[0046] The use of the image capture devices mentioned above advantageously results in a simple production of a device for detecting the tunnel entrance or tunnel exit, since these image capture devices are generally readily available and are partly already present in the rail vehicle.

[0047] In a further embodiment, the tunnel entrance or exit is detected using shape recognition methods or machine learning methods. Corresponding methods are known to those skilled in the art. This advantageously results in reliable detection, particularly for different lighting conditions. A preferred machine learning method is the use of a neural network that is pre-trained to detect the presence of a tunnel entrance or exit in one or more images.

[0048] According to the invention, a method for operating a rail vehicle is proposed. Here, a spatial area in the direction of travel in front of the rail vehicle is imaged into at least one image by at least one image capture device, wherein at least one control signal is generated for at least one rail vehicle system if the presence of a tunnel entrance is detected prior to the rail vehicle entering a tunnel or the presence of a tunnel exit is detected prior to the rail vehicle leaving the tunnel using a method for detecting a tunnel entrance or a tunnel exit according to one of the embodiments described in this disclosure.

[0049] The control signal can also be generated before entry or before exit.

[0050] A rail vehicle system can in particular be a driver assistance system of the rail vehicle, in particular for adjusting driving dynamics properties or parameters such as speed. A rail vehicle system can also be a system which adjusts non-driving dynamics properties or parameters of the rail vehicle, for example properties of a passenger compartment of the rail vehicle, such as temperature or lighting status. The rail vehicle system can in this case comprise at least one control device which is arranged in or on the rail vehicle. Furthermore, the rail vehicle system can comprise at least one actuator which is also arranged in or on the rail vehicle. This actuator can be controlled, for example, by the control device. The control signal can be generated by an evaluation device which evaluates the at least one image.Furthermore, the control signal can be transmitted to the rail vehicle system, in particular to the control device of this rail vehicle system. For this purpose, the corresponding devices can be connected via data and / or signaling, for example, via a bus system.

[0051] It is conceivable that the control signal, in addition to information about the presence of a tunnel entrance or exit, also includes information about the distance to the tunnel entrance or exit. For this purpose, in addition to the presence, the distance can also be determined—as explained above.

[0052] It is also possible to generate a distance- or distance-range-specific control signal.

[0053] This advantageously results in improved operation of the rail vehicle, in particular through the timely adaptation of operation to the environmental parameters changing due to tunnel entry or exit.

[0054] Furthermore, the rail vehicle system is a pantograph control system or an air conditioning system of the rail vehicle.

[0055] The rail vehicle system can also be a ventilation system of the rail vehicle.

[0056] The air conditioning or ventilation system can comprise at least one air duct that connects an interior of the rail vehicle with an external environment or is part of such a connection. Furthermore, the system can comprise at least one valve and / or at least one flap by means of which this air duct can be set to an open or a closed state. Generally speaking, an opening state of the air duct can be adjustable. In particular, a closed state in which the interior is not fluidically connected to the external environment via the air duct, or an open state in which the interior is fluidically connected to the external environment via the air duct can be set. Intermediate states can also be adjustable. For adjustment, the rail vehicle, in particular the system, can comprise a suitable means for adjustment.

[0057] Depending on the control signal generated as previously explained, the opening state of the air duct can then be set to a predetermined state, e.g. the at least one air duct can be set to an open or closed state, e.g. by appropriately controlling the valve. This can mean that the opening state is changed if it does not correspond to the predetermined state. If, for example, the presence of a tunnel entrance is detected, the opening state of the air duct can be set or changed to a tunnel entrance-specific state, in particular to the closed state, in particular after a predetermined or speed-dependent period of time after the detection time. If the presence of a tunnel exit is detected, the air duct can be set to a tunnel exit-specific state, e.g.a closed state or an open state, in particular after a predetermined or speed-dependent period of time after the detection time. The speed-dependent period of time can be determined as explained below with respect to the contact force, in particular based on assignment or distance.

[0058] This makes it possible to determine a time of opening or closing depending on the distance and, if applicable, the vehicle speed, and then to open or close the air duct at this corresponding time.

[0059] It is also possible that after passing through the tunnel entrance or exit, the opening state set as described for passing or during passing is changed again. For example, the closed state set for passing or during passing can be changed back to an open state. It is therefore possible that the closed state set for passing through or during passing a tunnel entrance, which prevents the tunnel-induced pressure surge in the interior from being felt and / or heard, is changed back to an open state before reaching the tunnel exit. It can then be set back to a closed state for passing through or during passing the tunnel exit. The renewed change to the state set after passing through the tunnel entrance or exit can take place in particular after a predetermined or speed-dependent period of time.The change can occur at a predetermined speed, meaning that the opening or closing can be fast or slow. In particular, the speed of the change when changing the state set after passing the tunnel exit can be higher, but preferably lower, than the speed of the change when changing the state set after passing the tunnel entrance.

[0060] Alternatively or cumulatively, the opening state can be set based on pressure, in particular based on pressure changes. The pressure can be, in particular, an external pressure in the environment, in particular on an external wall, of the rail vehicle, or an internal pressure in the interior of the rail vehicle. For example, a closed state can be set if the pressure or the pressure change is greater than a predetermined threshold. When traveling in a tunnel, the external pressure can be higher than when traveling outside a tunnel.

[0061] Alternatively or cumulatively, the opening state can be adjusted depending on the carbon dioxide concentration in the interior of the rail vehicle. This concentration can be detected, for example, by at least one sensor. For example, an open or partially open state can be adjusted if the concentration is higher than a predetermined threshold. In general, it is desirable to adjust a closed state, which leads to an increase in the carbon dioxide concentration, as little as possible. This can be advantageously achieved by the previously described speed-dependent adjustment and subsequent adjustment of the opening state.

[0062] This advantageously results in increased driving comfort, as it can prevent a vehicle occupant from feeling or hearing a pressure wave generated by the changing environmental parameters.

[0063] If the rail vehicle system is a pantograph control system, a contact force with which the pantograph is pressed against an overhead line can be changed when the presence of a tunnel entrance or a tunnel exit is detected, wherein the contact force can be changed, for example, after a predetermined or speed-dependent period of time after the detection time, in particular to a predetermined or speed-dependent value. For example, the contact force can be increased, in particular when the presence of a tunnel entrance is detected. However, it is also conceivable that the contact force is reduced, in particular when the presence of a tunnel entrance is detected. The change can occur according to a change profile, wherein this profile can specify a duration of the change and a temporal change in the contact force.

[0064] For example, as explained previously, it is possible to determine a point in time at which the contact pressure changes depending on the distance and, if applicable, the vehicle speed, and then to change, in particular increase, the contact pressure at this corresponding point in time. The speed-dependent time period can be determined, for example, based on a previously known assignment of speeds to time periods, with the time period being determined as the time period assigned to the current speed. The current speed can be determined, for example, by a speed sensor on the rail vehicle or based on output signals from other sensors, in particular by evaluating images.Alternatively, the speed-dependent time period can be determined by determining a distance between the rail vehicle and the tunnel entrance and, depending on the distance and the vehicle speed, determining the time until reaching the tunnel entrance. The speed-dependent time period can then correspond to this time period until reaching or be shorter than this time period by a predetermined amount.

[0065] Accordingly, the contact force changed, in particular increased, for a tunnel entrance can be changed again, in particular reduced, upon detection of the presence of a tunnel exit, in particular—according to the previous explanations—after a predetermined or speed-dependent period of time. For example, the contact force can be changed back to the value that was set before reaching the tunnel entrance. The contact force can also be changed to a predetermined or speed-dependent value.

[0066] It is also possible that, depending on the distance, a point in time at which the contact pressure is reduced is determined, and the pressure is then only changed at that point in time. However, it is also possible that a contact pressure changed for a tunnel entrance or exit is reduced again after entering the tunnel, i.e., independently of the detection of the presence of a tunnel exit, or after leaving the tunnel, e.g., immediately after entering or exiting the tunnel or a predetermined period of time after entering or exiting the tunnel.

[0067] This advantageously results in increased operational safety, in particular since contact loss between the pantograph and the overhead line due to changing environmental parameters can be reduced, which in turn reduces the risk of arcing.

[0068] Further proposed is a rail vehicle comprising at least one image capture device and at least one evaluation device. This evaluation device can be designed as a microcontroller or integrated circuit or can comprise one of these. The at least one image capture device can map a spatial area in the direction of travel in front of the rail vehicle into at least one image.

[0069] Furthermore, by evaluating the at least one image by means of the evaluation device, the presence of a tunnel entrance or a tunnel exit can be detected before the rail vehicle enters the tunnel or before the rail vehicle exits the tunnel.

[0070] The rail vehicle is thus configured such that a method for detecting a tunnel entrance or a tunnel exit according to one of the embodiments described in this disclosure can be carried out by the rail vehicle with the corresponding technical advantages.

[0071] Furthermore, it is possible for the rail vehicle to comprise a control device for generating a control signal depending on the detection of the presence of a tunnel entrance or tunnel exit. In this case, the rail vehicle is configured to carry out a method for operating a rail vehicle according to one of the embodiments disclosed in this invention with the corresponding technical advantages. In particular, at least one control signal can be generated for at least one rail vehicle system if the presence of a tunnel entrance is detected before the rail vehicle enters a tunnel or the presence of a tunnel exit is detected before the rail vehicle exits the tunnel, wherein the rail vehicle system is a pantograph control system of the rail vehicle and a contact force with which the pantograph is pressed against an overhead line,is changed, in particular increased, after a speed-dependent period of time after a detection time when the presence of the tunnel entrance is detected, or wherein the rail vehicle system is an air conditioning system or a ventilation system of the rail vehicle, which comprises at least one air duct, wherein an opening state of the air duct is set to a predetermined state, in particular a closed state, after a speed-dependent period of time after the detection time when the presence of the tunnel entrance is detected.

[0072] The contact force with which the pantograph is pressed against an overhead line can also be changed, in particular reduced, after a speed-dependent period of time following a detection time when the presence of the tunnel exit is detected. Furthermore, the opening state of the air duct can be set to a predetermined state, in particular a closed state, after a speed-dependent period of time following the detection time when the presence of the tunnel exit is detected.

[0073] Furthermore, the rail vehicle can comprise several image capture devices.

[0074] The rail vehicle can also comprise at least one controllable device that can be controlled by a control signal generated as previously explained. For example, the rail vehicle can comprise at least one controllable valve that can be set to an open or closed state by a control signal generated as previously explained. In the closed state, for example, an air duct can be blocked by the valve and in the open state, it can be opened. However, the controllable device can also comprise a light source or be designed as such. The controllable device can be part of a rail vehicle system.

[0075] The rail vehicle may also comprise a controllable pantograph, whereby the contact force of the pantograph on an overhead line can be adjusted.

[0076] Furthermore, it is conceivable that the distance of the rail vehicle from the tunnel entrance or the tunnel exit can also be determined by the evaluation device of a further evaluation device of the rail vehicle and the control signal, e.g. a time of generation of the control signal, is then generated depending on the distance.

[0077] It is also conceivable for the rail vehicle to comprise a device for determining the speed of the rail vehicle, wherein the control signal, e.g., a time of generation of the control signal, can additionally be generated as a function of the current speed. Furthermore, the rail vehicle can comprise at least one of the previously explained rail vehicle systems. These can be controlled as a function of the presence and, if applicable, the distance, and, if applicable, the speed.

[0078] The invention is explained in more detail using exemplary embodiments. The figures show: Fig. 1 is a schematic diagram of a rail vehicle according to the invention, Fig. 2a is a schematic flow diagram of a method for detecting a tunnel entrance or a tunnel exit, Fig. 2b is a schematic flow diagram of a method according to the invention for operating a rail vehicle, Fig. 3a is a schematic diagram of a sensor set in a first embodiment, Fig. 3b is a schematic diagram of a sensor set according to a further embodiment and Fig. 3c is a schematic diagram of a sensor set according to a further embodiment.

[0079] In the following, the same reference symbols designate elements with the same or similar technical features.

[0080] Fig. 1 shows a schematic diagram of a rail vehicle 1 which is configured to detect a method for detecting a tunnel entry TE or a tunnel exit (not shown) of the rail vehicle 1.

[0081] Further on, Fig. 1 It is shown that in the direction of travel 5, a tunnel T with a tunnel entrance TE is arranged in front of the rail vehicle 1. Also shown is a distance D between the rail vehicle and the tunnel entrance TE.

[0082] The rail vehicle comprises a sensor set 2 with at least one or exactly one image capture device 3 (see Fig. 3a ) and a control and evaluation device 4, which is connected to the sensors 3, 3a, 3b, 3c (see Fig. 3a, 3b, 3c ) of the sensor set 2. Shown is a detection area EB of the image capture device(s) 3, 3a, 3b, 3c of the sensor set 2, which - in an embodiment with several image capture device(s) 3, 3a, 3b, 3c - can in particular be a common detection area EB of all image capture devices 3, 3a, 3b, 3c.

[0083] An arrow 5 indicates the direction of travel of the rail vehicle 1. Thus, Fig. 1 It can be seen that the image capture devices 3, 3a, 3b, 3c of the sensor set 2 can image a spatial area in the direction of travel 5 in front of the rail vehicle 1.

[0084] The control and evaluation device 4 can then display at least one image A (see Fig. 2a ) in order to detect a tunnel entrance TE in the at least one image A. Known image processing and analysis methods can be used for this purpose, in particular shape recognition methods and / or machine learning methods, preferably neural networks.

[0085] Also shown are a pantograph 6 of the rail vehicle 1 and a device 7 for adjusting a contact force of the pantograph 6 on an overhead line 8. This device 7 is connected to the evaluation device 4 via data and / or signaling. Also shown is an air conditioning system 9 for air conditioning and / or ventilating a vehicle interior of the rail vehicle 1.

[0086] This device / system 7, 9 may comprise actuators, for example motors or controllable valves, which are controlled by control signals SS (see Fig. 2b ). These control signals SS can be generated by the control and evaluation device 4 depending on a detected tunnel entrance TE.

[0087] Of course, other controllable devices of the rail vehicle 1, not shown, e.g. a lighting device, can also be connected to the evaluation device 4 in terms of data and / or signals and controlled by control signals SS.

[0088] The control and evaluation device 4 can, for example, be designed as a microcontroller or comprise such a microcontroller.

[0089] Fig. 2a shows a schematic flow diagram of a method according to the invention for detecting a tunnel entrance TE (see Fig. 1 ) or a tunnel exit of a rail vehicle 1.

[0090] In a first step S1, a spatial area in the direction of travel 5 in front of the rail vehicle 1 is imaged into at least one image A by at least one image capture device 3, 3a, 3b, 3c of a sensor set 2.

[0091] In a second step S2, the at least one image A is evaluated to detect the presence of the tunnel entrance TE or a tunnel exit prior to the entry of the rail vehicle 1 into the tunnel T or prior to the exit of the rail vehicle 1 from the tunnel T. If a tunnel entrance TE or a tunnel exit is detected, a detection signal DS is generated. If no tunnel entrance TE or tunnel exit is detected, no detection signal DS is generated.

[0092] Fig. 2b shows a schematic flow diagram of a method according to the invention for operating a rail vehicle 1 (see Fig. 1 ). The first two steps S1, S2 correspond to the Fig. 2b illustrated embodiment, the first two steps S1, S2 of the Fig. 2a illustrated embodiment.

[0093] In a third step S3, which is only carried out if a detection signal DS has been generated (i.e. if a tunnel entrance TE or a tunnel exit has been detected before the entry or exit), a distance D (see Fig. 1 ) between the rail vehicle 1 and the tunnel entrance TE or the tunnel exit is determined. In a fourth step S4, a speed V of the rail vehicle 1 is then determined.

[0094] In a fifth step S5, a control signal is then generated as a function of the detection signal DS, the distance D, and the vehicle speed V. This can mean that properties of the control signal SS can be adjusted as a function of the detection signal DS, the distance D, and the vehicle speed V. Such a property can be, for example, a time at which the execution of a function to be controlled by the control signal begins. A further property can be a level of a setpoint value of a variable to be generated by an actuator of a controllable device or a controllable vehicle system of the rail vehicle 1 that can be controlled by the control signal SS.

[0095] For example, a contact force with which the pantograph 6 is pressed against an overhead line 8 can be changed after a speed-dependent period of time after a detection time if the presence of a tunnel entrance TE or a tunnel exit is detected (see Fig. 1 Alternatively or cumulatively, an opening state of an air duct connecting a vehicle interior with an external environment of the rail vehicle 1 can be set to a predetermined state after a speed-dependent period of time following the detection time when the presence of the tunnel entrance TE or a tunnel exit is detected. The opening state can be set, for example, by a valve of the air conditioning system 9.

[0096] In particular, it is therefore possible for a control signal SS to be generated only when a detection signal DS has been generated. If no distance D and / or no vehicle speed V is determined, the control signal SS can be generated with predetermined properties, in particular at a predetermined time. If the distance and / or the vehicle speed V is determined, the property of the control signal can additionally be determined and adjusted as a function of these variables. It is of course possible that - if a distance D and no vehicle speed V is determined - a control signal SS is generated with at least one property that depends on the distance D but not on the vehicle speed V.

[0097] If no distance D is determined, the speed-dependent time period can be determined based on assignment.

[0098] Thus, the determination of the distance in the fourth step S4 and the determination of the vehicle speed V in the fifth step S5 are optional.

[0099] Fig. 3a shows a schematic diagram of a sensor set 2 according to a first embodiment. In this embodiment, the sensor set 2 comprises an image capture device 3, which can be designed in particular as a camera, for example a CCD camera or CMOS camera. The camera can be a black and white camera, a camera for generating depth images, or an infrared camera, in particular a shortwave infrared camera. The image capture device 3 can also be a lidar sensor or a radar sensor for generating two- or three-dimensional images. Any other sensor or sensors that generate signals based on other physical principles for generating two- or three-dimensional images are also suitable, e.g. ultrasound- or electropulse-based sensors.

[0100] Fig. 3b shows a schematic diagram of a sensor set 2 according to a further embodiment. The sensor set 2 comprises a first and a further image capture device 3a, 3b. These can be image capture devices 3a, 3b of a stereo camera system. By evaluating the images A generated by the stereo camera system, it is possible to determine the distance D (see Fig. 1 ) between rail vehicle 1 and tunnel entrance TE. Stereo matching techniques can be used for this purpose.

[0101] It is also possible to use a lidar / radar sensor to determine the distance D, which can, for example, generate 4D radar information.

[0102] Fig. 3c shows a further schematic diagram of a sensor set 2. This comprises a first image capture device 3a, a further image capture device 3b, which can be designed, for example, as CMOS or CCD cameras. Furthermore, the sensor set 2 comprises a lidar / radar sensor 3c. The image capture devices 3a, 3b in turn form image capture devices of a stereo camera system. However, it is also possible that none of the sensors in the sensor set 2 is designed as a CMOS or CCD camera. It is also possible that all sensors are designed as lidar or radar sensors 3c. In the Fig. 3c In the embodiment shown and in the previously explained embodiments, instead of the lidar / radar sensor 3c - as explained above - a sensor can also be used which generates output signals according to a different physical operating principle. List of reference symbols

[0103] 1Rail vehicle 2Sensor set 3Image capture device 3aFirst image capture device 3bFurther image capture device 3cLidar or radar sensor 4Control and evaluation device 5Direction of travel 6Pantograph 7Device for setting a contact force 8Overhead line 9Air conditioning system EBDetection range DDistance TTunnel TETunnel entrance S1First step S2Second step S3Third step S4Fourth step S5Fifth step AImage DSDetection signal VTravel speed SSControl signal

Claims

1. Method for operating a railway vehicle (1), in which a spatial area in the direction of travel (5) in front of the railway vehicle (1) is depicted by at least one image capturing device (3, 3a, 3b, 3c) in at least one image (A) characterized in that, by evaluating the at least one image (A), the presence of a tunnel entrance (TE) or a tunnel exit before the railway vehicle (1) enters the tunnel (T) or before the railway vehicle (1) leaves the tunnel (T) is detected, wherein at least one control signal (SS) for at least one railway vehicle system is generated if the presence of a tunnel entrance (TE) is detected before the entry of the railway vehicle (1) into a tunnel (T) or the presence of a tunnel exit is detected before the exit of the railway vehicle (1) from the tunnel (T), wherein the railway vehicle system is a pantograph control system of the railway vehicle (1) and a force of contact with which a pantograph (6) is pressed against an overhead line (8) is changed after a time dependent on the speed after a detection time if the presence of the tunnel entrance (TE) is detected, or wherein the railway vehicle system is an air conditioning system (9) or a ventilation system of the railway vehicle (1), which comprises at least one air duct, where an open state of the air duct is set after a time dependent on the speed after the detection time to a predetermined state if the presence of the tunnel entrance (TE) is detected.

2. Method according to claim 1, characterized in that a distance (D) between the railway vehicle (1) and the tunnel entrance (TE) or the tunnel exit is determined if the presence of a tunnel entrance or exit (TE) is detected.

3. Method according to claim 2, characterized in that the distance (D) is calculated by evaluating the at least one image (A).

4. Method according to one of the preceding claims, characterized in that a plurality of image capture devices (3, 3a, 3b, 3c) each produce an image (A) of the spatial area in the direction of travel (5) in front of the railway vehicle (1), whereby, by evaluating the images (A), the presence of a tunnel entrance (TE) or a tunnel exit before the railway vehicle (1) enters the tunnel (T) or before the railway vehicle exits the tunnel (T) is detected.

5. Method according to claim 4, characterized in that the images (A) generated by the image acquisition devices (3, 3a, 3b, 3c) are merged, wherein the presence of the tunnel entrance (TE) or the tunnel exit is detected by evaluating the merged image.

6. Method according to claim 4 or 5, characterized in that at least one of the image capture devices (3, 3a, 3b, 3c) is a CMOS or CCD camera (3, 3a, 3b) and at least one other image capture device is a LIDAR or radar sensor (3c).

7. Method according to one of the preceding claims; characterized in that the tunnel entrance (TE) or the tunnel exit is detected by pattern recognition methods or by machine learning methods.

8. Rail vehicle comprising at least one image capture device (3, 3a, 3b, 3c) and at least one evaluation device (4), wherein a spatial area in the direction of travel (5) in front of the rail vehicle (1) is depictable by the at least one image capturing device (3, 3a, 3b, 3c) in at least one image (A), characterized in that by evaluating the at least one image (A) by means of the evaluation device (4) the presence of a tunnel entrance (TE) or a tunnel exit before the rail vehicle (1) enters the tunnel (T) or before the rail vehicle (1) leaves the tunnel (TE) is detectable, in which at least one control signal (SS) for at least one rail vehicle system can be generated if the presence of a tunnel entrance (TE) is detected before the rail vehicle (1) enters a tunnel (T) or the presence of a tunnel exit is detected before the rail vehicle (1) leaves the tunnel (T), wherein the railway vehicle system is a pantograph control system of the railway vehicle (1) and a force of contact with which a pantograph (6) is pressed against an overhead line (8) is changed after a time dependent on the speed after a detection time if the presence of the tunnel entrance (TE) is detected, or wherein the railway vehicle system is an air conditioning system (9) or a ventilation system of the railway vehicle (1), which comprises at least one air duct, where an open state of the air duct is set after a time dependent on the speed after the detection time to a predetermined state if the presence of the tunnel entrance (TE) is detected.

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